Our across-the-pond pairing here consists of the composite-bodied, aluminum-tub mid-engine Evora and the massive supercharged V-8-powered XFR—the former, an accomplished triathlete who cleans up well in formal wear; the latter, a stately gent who can lay down his pipe, take off his patched-elbow tweed jacket and explode through the high hurdles in Olympic record time.

The Jag seems almost indignant that you'd ask it to lap such a tight track, but given its 4425-lb. heft it certainly doesn't embarrass itself. With electronic nannies defeated, there's a moderate push on corner entry, mitigated by slight, easily catchable lift-throttle oversteer. Or on-throttle oversteer; take your pick. It's a two-stage process, not a seamless transition, and the gentler the input, the quicker the lap time. The Jag was deemed the reigning king of cool-down laps...the brakes are powerful and effective, but all that scrubbed kinetic energy ultimately manifests itself in smoke plumes curling out of the wheels' spokes. We all agreed that the XFR is at its best on a curvy, gently undulating back road where it feels sure-footed in big sweepers, confident over crests and its instantaneous supercharged thrust can be tapped for short chutes and straightaways alike. "Love the torque of the engine, the burble of it," said Bornhop.

Special mention must go to the Jag's 6-speed ZF automatic that can be shifted with steering-wheel paddles. But save yourself the trouble and simply hit the button on the center console emblazoned with a little checkered flag. That puts you in Dynamic mode where automatic gear selection borders on telekinetic, always seeming to preselect the perfect cog for corner exit. Of course, attack-mode shock valving and sharper throttle response are also part of the deal, but nothing so aggressive as to be annoying on the street.

And slogging through traffic, there are few more self-indulgent places than the XFR's interior, with textured aluminum and wood trim, redolent leather, supportive-yet-comfortable deeply bolstered seats and those cool touches on start-up that delight a first-time passenger...the shift selector knob rises out of the console, and air vents automatically swing open in unison. On the down side, the nav system is starting to show its age and the satellite radio is painfully slow to change stations. Ride quality is on the plush side of firm (Elfalan: "I thought it was too soft in its sportiest setting") and there's ample space for both rear seat passengers and a weekend's worth of luggage—or test gear and helmet bags, as the case may be.

We all know that Brits use the word "brilliant!" to excess, yet nowhere is it more apropos than following a session lapping the Lotus Evora. "It's the most formula car-esque of the group," said Kim, "and you can really feel the wheels out at the corners and feel what the tires are doing." Offered Bornhop: "Even though it's only a couple hundred pounds lighter than the Z, it feels like it's 500 pounds lighter." Understeer is minimal, and like the Z, the torque-to-rear-tire-section-width ratio is such that you can pick up the throttle right at the apex. Brakes—and isn't it odd to see such larger rotors and calipers on a Lotus?—are more than a match for the car's 3155-lb. curb weight, though a bit grabby in light applications on the street.

Around Spring Mountain, the Evora's balance was near-neutral in the faster sweepers and you can summon just the right amount of lift-throttle yaw to point it at the apex, all in one smooth action. There's a wonderful tightness to this car, with little wasted motion in transitions.

The Camry-based 3.5-liter V-6 is, er, adequate. Powerful enough to propel the Evora to quick time of the day (1:24.82, a sneeze quicker than the Evo and 1.94 seconds quicker than the XFR), the 276-bhp engine revs nicely and supplies a dependable flow of torque but little in the way of an enthralling exhaust note. (That will change in the future, according to Lotus CEO Dany Bahar, with a modular family of Lotus-designed engines in the pipeline.) The shifter could be better too...its action was stiff, perhaps partly due to the newness of our test car. "It just doesn't promote quick shifts," added Bornhop.

Inside, this kinder, gentler Lotus borders on true luxury, with double-stitched black leather everywhere, heated Recaros that are electrically adjustable fore/aft, and noticeably more head room than the Z, and maybe a little more than the Jag! Entry/exit still requires a plan of attack—it's easier than with an Elise/Exige, but there's still a formidable high sill to negotiate. Once seated, wheel arch intrusion means no place to rest your left foot when not using the clutch. Some sightlines to controls and buttons are blocked by the small D-shaped wheel...but really, if this weren't the case it wouldn't be a Lotus, right? In all, it's a huge step up from the Elise/Exige twins in terms of refinement, sound deadening and day-to-day usability.

Our test car was a 2+0 model, which means that instead of the tiny, contortionist-worthy back seat, there's a carpeted storage area there with a cargo net across the front...by far the better option for most. The trunk, as promised, will hold a golf bag. And what bodes even better for a long day's journey into night is the Evora's amazingly supple ride that soaks up pavement cracks and rain gutters without flinching.

Between the Jag and the Lotus, the decision isn't clear-cut at all. Have a family, yet still have some tiger blood coursing through your veins? The XFR gets the nod. Single, with lots of discretionary income set aside for track-day thrills? The Evora without a doubt.